el THE SEMINAR WITH MOR INDEX HONDA. 4 NISSAN essai 23 MAZDA ssnsnsnsnsne downs ne 28 NISSAN. son ee 20 FRA JATCO van 2% MITSUBISHL on wv MAIDA GAAEL.... 46 AUD hese fn 53 TovoI. 64 SUBARU. 59 101 AUTOMATIC TRANSMISSION SERVICE GROUP 9200 S. DADELAND BLVD. STE MIAMI, FLORIDA 33156 305) 670-4161PA ATSG OG] THMORE IN 294 INTRODUCTION In this years seminar we will cover the Impor's that we see coming into ‘our shops along with domestic units. Some of the units we will Cover Rave been around for more than fen years. The most frequent hotline calls have been used as a basis for the material we will cover. Since there are more types of units out there we wil have three Manuals this year to keep you updated on both the new and not so ew units, This manual will cover the imports. Honda, Toyota, Nissan, ‘and Mitsubishi plus some others, The Ford units, AXOD, AXODE, AOD, AODE. AND AdLD Will be covered in this manual. We have tried to ‘bring ihe most frequent complaints along with the fixes on the units mentioned. This information will be covered in both the slide and video portion of the seminar. "WE have aiso Isted many OEM port numbers. The information and part numbers contained In this booklet have been carefully compiled from industry sources known ' for there: reliability. but ATSS does not guarantee its accuracy ROBERT D. CHERRNAY DALE ENGLAND TECHNICAL DIRECTOR FIELD SERVICE CONSULTANT FRANK MIETUS WAYNE COLONNA, TECHNICAL CONSULTANT TECHNICAL SUPERVISOR ED KRUSE PETE LUBAN LavouT TECHNICAL GONSULTANT AUTOMATIC TRANSMISSION SERVICE GROUP ‘9200 S. DADELAND BLVD. SUITE 720 MIAMI, FL 33156 (305) 670-4161AN AUTOMOBILE’S PERFORMANCE IS JUDGED BY ITS PARTS. BRYCO’S PARTS WIN FIRST PLACE.1994 SEMINAR INFORMATION [4] Countershaft j- Distance Collar/Spline Washer Selecting 1. Remove the countershaft bearing trom the | 8 Slide the ra 2. Assemble all partsinclucing the counter-shat bear ing on the counteshatt 3. Toraue the countershattlocknut 19 30 Nim (3.0 kom. 22 4. Measure the clearance between the sho the selector bard the shovider On ty tance bowen 2rd and Sed gears ‘Serie Limit ©.07-0.18 mm (0.002--0,006 ha) srLECron nus an cean 7. te elosronce exceeds the servi lent, measure ‘5. Ielearance exceeds the saree lt, mensute the thickness of the stance cal and sect one ‘ahich wil give the correct clewrance, Replacement distance cote: Replacement spine washer: AUTOMATIC TRANSMISSION SERVICE GROUP1994 SEMINAR INFORMATION Matinshaft -~ Thrust Washer Selecting = 2, Attach the cat ncestor to tho meinehatt2n0 ger {0,003~0,006 In) AUTOMATIC TRANSMISSION SERVICE GROUP1994 SEMINAR INFORMATION — [6 | HONDA ACCORD PX4B, APX4 and PRELUDE MPIA CODE RETRIEVAL ‘When the A/T control unit senses an abnormality in the input or output system, the S indicator light (2990-91), or D4 indicator light (1992), in the gauge assembly will blink. However, when the Service Check Connector is crossed with a jumper wire, the § indicator light or Dd indicator light will blink the problem code when the ignition is tuned on. See figure I for 1990-92 Honda Accord § and D4 indicator light and Service Check Connector location, Figure 2 shows the 1992 Honda Prelude D4 indicator light and Service Check Connector location 1990-92 ACCORD POM ECU ‘A.CONTROL UNIT SEE Figwe? (Once the two terminals inthe service check connector has been crossed witha jumper wire, problem codes 1-9 are indicated by individual short blinks. Problem codes 10-15 are indicated by a series ‘of long and short blinks. One long blink equals 10 short blinks, Ada the long and short blinks to AUTOMATIC TRANSMISSION SERVICE GROUP1994 SEMINAR INFORMATION determine the problem code. Figuse 3 chaws an example of codes 1, 2 and 14. FULFILS ser rin cove 2 AM__J LUT coer coe Fawes (Once the code has been retrieved, refer tothe Symptom-to-Component chart on the following pages for code identification, ACCORD Some PGM-FI problems will also make the S or D4 indicator light come on. After repairing the YGM-FL system, disconnect the 7.5 amp Back Up fuse in the under hood relay box for more than 10 seconds to reset the A/T control unit merry NOTE: Disconnecting the back up fuse also cancels the radio preset stations and the clock setting, PRELUDE ‘Some PGM-FTproblems will also make the D4 indicator light come on, After repairing the PGM-FI system, disconnect the 10 amp Clock Radia fuse in the under hood fuse/relay box for more than 10 seconds to reset the A/T control unit memory NOTE: Disconnecting the clock radio fuse also cancels the radio anti-theft code, preset stations and the clock settings. Get the customers anti-theft code to reset the radio. Ifyou cannot get the code, do not reset the contol unit by removing the clock fuse. Disconnect the lug tthe AUT control unit for more than 10 seconds AUTOMATIC TRANSMISSION SERVICE CROUP1994 SEMINAR INFORMATION Symptom-to-Component Chart Number of LED] § indicator 1 Se ae Possible Couse Symptom 7 Binks | “Disconnected lock-up conwat | =Lock-up Gulch does not engage + Short or open tock-up contol | disengage. solenoid valve A wire Frequent engine staling + Faulty lozkup conta solnoia 2 [Binks | + Disconnectea lock-up conti | =Lock-up Gueh does not engage noid valve B coupler rot open in lock-up contol oid valve B wire ty lock-up contol slanoid O 2 inks jazonneetea title angle sen. | sLackup eutch es n orort | sorcoupier Faulty thottle angle sensor a Binks | Disconnected sensor coupler |“ Lodkcup cutch G06 not engage "Short ar open in speed fenaoe + Faulty speed sonsor 3 Bins | = Snort in shift postion console «Fas vo shift other than 2nd aitch wie 4h gears ‘Faulty shit position conso'e | + Look up ciuteh doesnot engage. ‘itch é oF ~ Disconnected shit poslion Son | «Falls to shift other than 2nd —= sole switeh coupler ath gears. + Open in shit postion conscie | «Lock-up cluten does not engoae. ‘ultch whe ‘Look-up clutch engages and ‘itch 7 Binks | Vlsconnected sit eonnral solenoid valve A coupler 2nd 2+ ath of 3nd > Sed + Shor or open in shift conto! | gears ont). Jencld valve A wise «ale to shift atuck in 4th gear), 3 Binks | = Disconnected shit conwol | «Fal to hit (stuck im Tw or Ath + Short of open in si conte sold valve 8 wie + Faulty shite conte! solenoid a AUTOMATIC TRANSMISSION SERVICE GROUP1994 SEMINAR INFORMATION [3] ‘Nomber of LEB] indicator 7 ere eerie Porstle Couse ‘Symatem 2 ‘inks | «Disconnected NC speed sensor | Lock-up clutch dows not engage, + Short or open in the NC speed 7 + Foulty NC #008 sonsor 70 | Binks | =Disconnpeted water temperoture | “Look-up eich does cot engage. sanser eouper| + Short of eBen in the water n ‘OFF "Disconnected ignition col = Lock-up chiteh does net engage, + Shot open in igiton cll + =F gion cot | v4 [or = Shor of open in FAS wha “Tanaris os Had when L at “Sole nennront ss | couser str «Short eopen in NM speed sen + Fauty NM speed sansor AUTOMATIC TRANSMISSION SERVICE GROUPAATSG| = 1994 SEMINAR INFORMATION COMPONENT LOCATION AUTOMATIC TRANSMISSION SERVICE GROUPHARD PARTS We're better known for our vast knowledge and supply of HARD PARTS but many people don't realize that we stock a full line of top quality SOFT PARTS as well. DON'T WASTE YOUR TIME SHOPPING AROUND! HTP OFFERS "THE TOTAL PACKAGE" WHETHER YOUR LOOKING FOR THAT HARD TO FIND HARD PART OR SOFT PART TO BUILD THE JOB, HTP IS THE ONLY CALL YOU'LL NEED TO MAKE! LOUISVILLE 800-289-1487 MICHIGAN —800-477-2487 CHARLOTTE 800-374-34871994 SEMINAR INFORMATION HONDA - ACURA 4 SPEED (HYDRAULIC) NO REVERSE COMPLAINT: No reverse, CAUSE: Missing governor feed pipe. CORRECTION: — Replace feed pipe. GOVERNOR FEED PIPE AUTOMATIC TRANSMISSION SERVICE GROUP 2]1994 SEMINAR INFORMATION HONDA - ACURA 4 SPEED SLIPPING OR NO FIRST GEAR COMPLAINT: Slipping or no 4st gear. CAUSE: ‘Snap ring is not fully Seated causing a sever leak at the first clutch feed pipe. CORRECTION: Replace the o-ring and reinstallthe snap ring pressing down all the way around the snap ring to make sure itis properly seated, O-RING FEED PIPE GUIDE AUTOMATIC TRANSMISSION SERVICE GROUP1994 SEMINAR INFORMATION HONDA - ACURA 4 SPEED HIGH LINE PRESSURE COMPLAINT: Harsh engagement, harsh shifts, high line pres- sure. CAUSE: Pressure regulator retaining bott jamming spring retainer (figure 1). CORRECTION: When installing retainer and bolt make sure that the slot on the retainer lines up with the bolt hole before instaling the bot (figure 2). ‘CHECK FOR PROPER ALIGNMENT 2 3 RETANI sour FIGURE FIGURE? AUTOMATIC TRANSMISSION SERVICE GROUP1994 SEMINAR INFORMATION [is] HONDA - ACURA 4 SPEED (HYDRAULIC) LATE 1-2 SHIFT COMPLAINT: Late 1-2 shin. Cause: ‘The second gear orifice control valve spring installed improperty into the 1 - 2 shit valve train. CORRECTION: Remove the springs and reinstall them into their proper locations. % a -s eee once conmnos sean —=— \. aoonncecoma mie ———> / AUTOMATIC TRANSMISSION SERVICE GROUP1994 SEMINAR INFORMATION HONDA - ACURA 4 SPEED (HYDRAULIC) NO UPSHIFT ‘COMPLAINT: No upshits (TV. and governor pressure ok). CAUSE: Misassembly of the CPV valve and spring. CORRECTION: Remove and install correctly INSTALL VALVE AS SHOWN AUTOMATIC TRANSMISSION SERVICE GROUP1994 SEMINAR INFORMATION [7] HONDA - ACURA 4 SPEED SQUAWKING NOISE GOING INTO 1st COMPLAINT: — Screach or squawking noise going into 1st gear when hot. ‘CAUSE: ‘Sprag is sipping, CORRECTION: Replace sprag, also check inner and outer races {or any wear and replace if necessary. <—— FEPLice spraG AUTOMATIC TRANSMISSION SERVICE GROUP1994 SEMINAR INFORMATION RE4ROIA AND RL4RO1A SNAP RING REMOVAL During teardown, itis very difficult if not impossible to remove the front carrier to ourput shaft snap ring. Even if only ap inspection service is being performed, the tail housing and parking gear to outgat shaft snap ring must be removed first. See figure |. This will allow the output shaft to be pushed far enough forward to remove the Front carrier to ‘omtpat shaft snap ring without damaging it. See figure 2, Figure 2. AUTOMATIC TRANSMISSION SERVICE GROUP1994 SEMINAR INFORMATION NISSAN FRONT OR REAR DRIVE PREMATURE PLANETARY FAILURE COMPLAINT: Planetary eats filed due to lack of lubrication, while the hydraulic system and friction material does not seem to be damaged. CAUSE: Lubrication may be restricted or even totally cut off due to clutch material from the converter clutch clogging the fins or tubes inside of the radiator cooler. CORRECTION: 1, FRONT AND REAR DRIVE Afier 2 transmission repair, perform a cocler flow test on all suspect vehicles. There ea every 20 seconds retuming to the transmission at idle. If the vehicle uses a tube type cooler, then it may be flushed using conventional methods. Ifthe vehicle uses a fin type cooler, then the radiator MUST be replaced See figure Ito determine the cooler type inthe vehicle that you are ‘working on. CONTINUED ON NEXT PAGE. COOLER APPLICATIONS MODEL COOLER YEAR | TRANSMISSION | ENGINE TYPE FIN TUBE 3002x__| 1990-1992 | RE4RO1 (3)A ve30_| x Truck/ | 1988-1992 | RE4ROIA VG30—}-x | Pathfinder | 1990-1992 | RL4RO1A KA24 2408x _| 1989-1992 | REAROIA KA24 Maxima | 1989-1992 | RE4FO2A VG30 1990 ___RE4FO4A VE30 Stanza__| 1990-1992] RE4FO2A(V) KA24 Sentra/Nx | 1990-1992] RL3FO1A GAI6 | 1990-1992 | RLAFO3AV) GA16/SR20 MODEL Figure 1 AUTOMATIC TRANSMIS ION SERVICE GROUP1994 SEMINAR INFORMATION NISSAN CONTINUED CORRECTION: 2, RE4ROIA and RE4RO3A Check the case bushings for wear and replace them if they are worn Alsomake sure thatthe case bushings have not moved so that they block the lubrication feed passage to the output shaft, To assure maximum lube to the output shaft and planets, remove and discard the orificed cup plug, the lube relief ball, and the spring as shown in figure 2. and and INSTALL A SOLID PLUG IN PLACE OF THE ORIFIFED CUP PLUG. REMOVE THIS ORIFICE CUP. PLUG, THE SPRING, AND THE BALL, AND INSTALL A SOLID. CUP PLUG OR TAP THE CASE ‘AND INSTALL A PIPE PLUG. VIEW FROM REAR OF CASE Figure 2 AUTOMATIC TRANSMISSION SERVICE GROUP1994 SEMINAR INFORMATION, NISSAN ELECTRICAL TESTS AIL RE4 units have the same solenoid shift pattern. In order to "jump" the solenoids to see if the transmission shifts as itis commanded, it is necessary to first disconnect the ‘wire hamess connector going into the transmission. Energize the shift solenoids with battery voltage using jumper wires to the pins identified in Figure 1. These connectors are pictured looking into the connector after it as been disconnected. The pressure control solenoid (EPC) should nt be jumped with batery voltage or damage to the solenoid may result The solenoids can also be checked with an ohmmeter with the transmission in the car or on the bench ShET sovenowo “g° 20:30 00MS iT 27314) Seeees Bat 5| 6| 7/8) ioiooms 38d Bike 175, TNSSAN REGFOZA\ REGROIA mt See ete ( TS SUM aa (afeterel mt ee, Beans elole ln) PNP Ge SOUNGID Zs ons NAZOR CONNECTOR [7 cean J sotenoio aT souenow ‘Bae | akties | ESE ae om | __ow oF COMPUTER an |W oF ono | ‘SHIFT PATTERN FOR INFINITI, NISSAN & MAZDA ARE THE SAME. Figure | AUTOMATIC TRANSMISSION SERVICE GROUP [2]—.--T Looking for STANDARD TRANSMISSION PARTS for cars and trucks? Go to the #1 SOURCE ROCKLAND STANDARD GEAR Rockland Standard Gear makes a difference. We provide you with quality OEM products at the best possible prices. We back that up with the only technical department for standard transmissions in the industry. Thousands of rebuilders have attended our Tech seminars in the United States and Australia, Knowledge, Technical Information, and the right paris will Increase your profits and reduce expensive comebacks. Solve your gear troubles with one phone call to our expert staff. Remember, Rockland Standard Gear makes a difference! MIKE WEINBERG President IMMEDIATE SHIPMENT - LARGEST PARTS INVENTORY 210 Smith Road, Rockland 4-800-227-1523 Gear Inc. =i)1994 SEMINAR INFORMATION [23] NISSAN MAXIMA AND STANZA RE4F02A POOR SHIFTS AND FRICTION MATERIAL FAILURE COMPLAINT: Poor shift quality, especially after rebuild, The transaxle may shift okay at light throttle but gets increasingly softer with acceleration If itis released to the customer, itcomes back burn'tup in arelatively short time, This unit may have been thoroughly air tested and put together with high quality parts and still have the same results CAUSE No ling pressure rise with throtle opening. This, an be easly checked by connecting a pressure gauge 10 the live pressure tap on top of the case, near the front of the transaxle. See figure | Test the line pressure in drive at idle. It should be around 60 psi. At increased throttle opening , pressures should smoothly inerease to a maximum of around 180 psi. at stall, If the line pressure stays at or near idle pressure, the cause is a weak or clogyed pressure control solenoid, CORRECTION: — Remove the valve body and replace the 4-Unit Solenoid Assembly which contains the pressure control solenoid. See figure 2 The pressure control solenoid is not serviced separately. A new solenoid assembly is available from the Nissan dealer. The part number for the solenoid pack is 31940-27X66. Line Pressure Tap Figure 1 AUTOMATIC TRANSMISSION SERVICE GROUP1994 SEMINAR INFORMATION NISSAN CONTINUED Figure 2. RE4RO1A / RL4RO1A NO SECOND GEAR COMPLAINT: No 2nd gear after overhaul. 4th gear is ok CAUSE: The reverse servo piston may have been installed upside dow nallowing 2nd apply cil to dump to exhaust. CORRECTION: Install the servo piston retainer with the notches facing away from the ‘servo piston. Refer to Figure 1. Figuret AUTOMATIC TRANSMISSION SERVICE GROUP1994 SEMINAR INFORMATION NISSAN RL4FO2A AND RE4FO2A HIGH DRUM INTERCHANGE Often during an overhaul of the front wheel drive Nissan 4 speeds, we find that the high clutch drum has deep grooving in the sealing ring area which renders the drum useless Some companies are selling oversize sealing rings for the oil pump cover, so that the drum ccan be reused if tis honed or machined so that the rings will not tear upon installation. This hhas met with mixed success and is not recomended for a long term fix A Better Solution is the installation of a new high clutch drum, For a stronger fix you ccan use the high clutch drum assemby from an RI-AROIA or REAROLA with just a couple ‘of minor changes to the unit. The RE4RO1A units use a larger high clutch and this adds longevity to the RE4FO2A, Figure I shows both high clutch drums and their differences, Besides changing the complete high clutch drum, the reverse lined clutches also must be changed, as well as the high clutch hub. Figure 2 shows the differences in the reverse lined clutchesfrom the RE4FO2A to REARO1A models. The reason for also changing the high clutch hub is that the RE4ROIA high clutch drum clutches have a larger inner diameter, These differences are shown in Figure 3. ALL OF THE DESCRIBED PARTS MUST BE CHANGED IN ORDER TO COARSE SPLINE APPROX. 6.47 In. DIAMETER FINE, APPROX. 5.77 in DIAMETER, Figure 1 NOTE: Lots of folks that are having problems with blown planetary wear sets in the REAROLA transmissions and as a result purchase cores to obtain planetaty gears, These cores ate a good source of the parts necessary to change your RL4FO2A or RE4FO2A to the larger drum AUTOMATIC TRANSMISSION SERVICE GROUP [2]1994 SEMINAR INEORMATION NISSAN DRUM INTERCHANGE CONTINUED ‘REAFOA \ REVERSE DRIVE vend pute 8 TEETH Figure 3. AUTOMATIC TRANSMISSION SERVICE GROUP1994 SEMINAR INFORMATION RE4FO2A VALVE BODY CHECK BALL LOCATION Slipping, or no forward movement may occur if the small 187" check ball and retainer is Teft out of the valve body , See figure 1 for its location. Also, the bathtub ball near the bottom of the valve body’ is not used on some models. A I-2 neutral or 4 1-2 bind may occur depending on the mismatch. To determine if your valve body takes this ball or not, place the spacer over the bathtub, The plate will have two holes over the tub if it takes the ball, and only one if it doesnt take the bal = This ball is .187" in size: Some models do not take If this ball is left out, a this ball. Your spacer plate slipping or no forward will have two holes above movement will occur. the bathtub if it takes the ball. Ball retainer S Outside 4 valve body Figure t AUTOMATIC TRANSMISSION SERVICE GROUP1994 SEMINAR INFORMATION MAZDA N4AEL OIL PAN BOLTS Use caution when installing pan bolts into the N4AEL case. There is one short pan bolt which MUST. ‘20 under the inhibitor(ncutal) switch, See Figure 1. Ifa long bolt is put under the switch it will bind on the switch and cause it to malfunction, ‘The result may be the 1083 one or more shifts Figue | OIL DISTRIBUTOR RINGS ‘The N4AEL oil distributor uses only two oil rings. See Figure 2. There is no ring inthe front groove as there is no governor in this unt. The rings seal lubrication oil for the gear sets. Since itis drive oil which is sent tothe rings, the better the rings, the less the loss of drive oil. Ithas been found that, AALD rubber governor rings can be used here and will provide a better seal. There will be less chance of forward clutch failure due to not enough drive oil. Figure 2,1994 SEMINAR INFORMATION E/L 4N71B JATCO COMPLAINT. Overdrive sectisa wiped out - overheating evident after rebuild. CAUSE: The overdrive accumulator ring is cutting off lube low to the O.D. case (Figure 1). CORRECTION: The O.D. accumulator ring should have a 1/4" gap when fitted in the accumulator bore. This 1/4" gap allows lube oil to flow into the O.D. case (Figure 2). FIGURE1 FIGURE? AUTOMATIC TRANSMISSION SERVICE GROUPVEHICLES AFFECTED: COMPLAINT, ‘CORRECTION: SERVICE PROCEDUF SERVICE PROCEL 10 ne 1994 SEMINAR INFORMATION NISSAN RL4FO2A EARLY /HARSH UPSHIFTS 1985-86 Maxima with automatic transaxle (A/T) Sone 1985-86 Maximas with A/T may exhibit eerly/harsh up- shifts under light-throttle openings and/or 2 *clunk" on the closed-throttle 2-3 upshift. To improve this condition, @ new governor and ¢ifferent shift springs are available. Remove the battery and its bracket. Reeve the governor cap and casket. Remove shaft (Figure 1). Governor Assembly Replacement Remove the air cleaner, air-flon meter and solencid valves as an assenbly the four bolts that secure the governor assembly to the governor Install the new governor assembly (P/N 31860-24X04) to the governor shaft. Tighten bolts to 3.6-5.1 ft-1b (0.5-0.7 kg-m) Install the governor cap and gasket (0.5-0.7 kg-a) Disconnect the control cable and throttle wire. Renove the throt- tle lever (Figure 2). Then renave the transaxle oi! pan. - Disconnect the harness connector on the valve-body end renove the valve-body assembly, Remove the bolts highlighted in Figure 3. = Remove and replace the Six springs highlighted in Figure ¢. Install the valve-body assenbly and connect the harness connector, Install the control cylinder and throttle lever, then connect the throttle wire and control cable. Install the air damper/solenoids valves, air-flow meter, air Cleaner, battery bracket and battery’ Tighten bolts to 3.6-5.1 ft-1b URE ~ Valve-Body-Spring Replacement Killer ‘GOVERNOR ASSEWELY 1h Sno SS Figure 1 AUTOMATIC TRANSMISSION SERVICE GROUPFigure & (MANUAL VALVE PRESSURE of MODIFIER VALVE ‘2nd DOWNSHIFT VALVE, ng SHIFT VALVE aera Pee wd es leg es eo me PQS Sh Sone . Leith. ‘3rd-4in SHIFT ee < ‘st-2nd SHIFT VALVE! 9, an speen.eut vave once VALE contro ‘vaive a UPPER BODY Lock uP ‘Bo0Y 38 PART DESCRIPTION [EW | eesninspng 23 Shit Sporg BQNo Pa by762.20x19 va Sloe Sangh 782120 @ Pressure Modiier Spring Nop) Da Sri SoRng at7eza1xt & 1 2'Sa Spang overex 9 ane, ipsa, 32 Dometar Sng 176-2102) | S2eeecstes reece 23a Song esa) Steaonce | Geweer aay ® 3-4 Shit Spring (31762-21K11) eee © 4th Speed-Cut Spring (31736-0101) AUTOMATIC TRANSMISSION SERVICE GROUP (paar noweeR | lnvvea-arxi2. |ax792-21%06 | 21900-2246« | FORHER | Bi7ee-20Ks0 51752-21405 [31782.2:x07 | as 21408 3177621503 iATSG 1994 SEMINAR INFORMATION [2] NISSAN RL4F02A FALLS OUT OF OVERDRIVE AT TIMES COMPLAINT: CAUSE: CORRECTION: TRANSAXLE UPSHIFYS OK, BUT DOWNSHIFTS 4-3 OR_4-2 AT HIGHWAY SPEEDS WHEN YOU LIFT YOUR FOOT OFF OF THE GAS PEDAL. THE PROBLEM CAN BE EXCESSIVE END PLAY IN THE GOVERNOR SHAFT. THIS WILL CAUSE THE SHAFT TO MOVE UPWARD ON THE SPIRAL GEAR WHEN COASTING, AND BLOCK GOVERNOR FEED OIL. REMOVE THE BOLT AND PIN THAT HOLDS THE GOVERNOR SHAFT INTO THE CASE. INSPECT THE PIN FOR WEAR AND REPLACE IT IF NECCESSARY. SEE FIGURE 1. AUTOMATIC TRANSMISSION SERVICE GROUPTIME SAVING TOOLS DESIGNED FOR YOU, THE TRANSMISSION TECHNICIAN ‘ALL TOOLS IN STOCK READY FOR IMMEDIATE BEARING CUP & CONE ‘SERVICE TOOLS CALL US TODAY! SAVE SAVE SME To take advantage of our TAKE ADVANTAGE OF ATS. : TAKE ADVANTAGE OF ATS. Ai Gonna pesutional ping, pectoerdien na at Vea Master Card Oscover “COD i i ‘Wocome MozTOOL,ING, + aansamusnar s TUAMMAMNOREN «gemma FAX (708) TOI ‘CALL US TODAY! aS OFETSMQULT NO WR1994 SEMINAR INFORMATION NISSAN L4N71B THE ORIFICE IN THE OVERDRIVE SECTION GOES IN BALL AND SEAT FIRST IN THE TURBO VERSION, AND OPEN CAPSULE FIRST IN THE REGULAR VERSION, THE TURBO VERSION DOES NOT HAVE A SPRAG IN THE OVERDRIVE SECTION ( SEE FIGURE 1 ), TURBO With OD Sprag Without OD Sprag Figure AUTOMATIC TRANSMISSION SERVICE GROUP1994 SEMINAR INFORMATION [35 LUN7iB COMPLAINT: Transmission shifts into 0.0. regardless af 0.0. control switch position The cause may be the small “O" ring missing, or mis-installed in the cause: groove of the 0.0. cancel solenoid. The smal) 0" ring goes BEMIND the 0.0. cance) solenoid, as shown in Figure 1, and seals against the bottor of the case bore (See Figure 1) CORRECTION: Install “O" ring in proper location as shown in Figure J. DO NOT INSTALL "0" RING TN THIS GROOVE 0.0. CANCEL SOLENOI 2 “om RINGS COMPLIMENTS OF; T.R.C. AUBURN, WASHINGTON 0.0. CANCEL SOLENOIO Figure 1 AUTOMATIC TRANSMISSION SERVICE GROUP1994 SEMINAR INFORMATION JALCO F3A COMPLAINT: NO UPSHIFT AFTER REBUILD OR GOVERNOR SERVICE. CAUSE: GOVERNOR IS INSTALLED INCORRECTLY. CORRECTION: THE HOLES IN THE GOVERNOR SLEEVE MUST LINE UP WITH THE HOLES IN THE CASE (FIGURE 1), FIGURE 2 SHOWS THE WAY IT SHOULD BE ON FINAL INSTALLATION, ‘Align with the, identification mark fon the trans case AUTOMATIC TRANSMISSION SERVICE GROUP1994 SEMINAR INFORMATION KM 175 Pump Gear Change Change: Some KM 175 transaxle had a change made to the drive gear. The previous drive gear has a groove machined on the inside diameter to accommodate an O'ring which sealed against the converter neck. The drive gear now has an oil seal which is retained by a snapring. Figure 1 below shows the correct assembly procedure with the snap-ing facing the pump cover. The part number for the oil seal is: MD729928 Figure 1 AUTOMATIC TRANSMISSION SERVICE GROUP1994 SEMINAR INFORMATION KM 177 Bind up or 2nd gear starts Complaint: A bind up on a 2-3 shift and or 2nd gear starts. Or a bind up in reverse after overhaul. Cause: The snap ring that holds the center support into the case may have been mis-positioned and when pulse generator A was installed, one end of the snap-ting came out of its groove and jammed against the sun shell. Correction: Install the snap-ting so that the open end of the snap-ting faces the entrance hole in the case for pulse generator A. See figure 1 below. Installation hole for pulse generator A o SI CONN Figure 4 AUTOMATIC TRANSMISSION SERVICE GROUP1994 SEMINAR INFORMATION KM177 Slipping or no reverse Complaint: — Slipping or no reverse when hot after overhaul. Cause: Missing or undersized O'rings on the center support causing a loss of low and reverse oil. Correction: Install or replace O'rings with a thicker O'ring. A C4 inner linkage seal O'ring Is thicker and fits nicely into the support. This will provide a better compressed seal when the support is placed into the case. See figure 1 below for the O'ring location on the center support. Figure 1 AUTOMATIC TRANSMISSION SERVICE GROUP1994 SEMINAR INFORMATION MITSUBISHI / HYUNDAI KM175-177 SHIFTS TO FAIL-SAFE ARTER OVERHAUL COMPLAINT; After an overhaul, some KM175-177 series transexles may go to fail-safe after making the first shift. Ifthe key is tumed off, the transaxle will startin first gear again until making the first shift CAUSE: Pulse Generator A and Pulse Generator B may be be switched Both puise generators plug in the same way and may be installed backwards, CORRECTION: The pulse generator with the green (solid color) wires must go behind the bell housing. The pulse generator with the green with black wacer (striped color) wires, ‘must go to the output shaft (SEE FIGURE 1) PULSE GENERAJOR A NOREEN WIRES) 198567 2983UP GENERATOR A GENERATOR @ Figure 1 AUTOMATIC TRANSMISSION SERVICE GROUP1994 SEMINAR INFORMATION [a KM 175 AUTOMATIC TRANSAXLE HARD SHIFT SYMPTOMS PurPose The KMA75 automatls hensaxle In 4985-1987 Galant vehicles may exhibil ene of more o! the following hata shit symptoms 1) Harsh or hard 2ndIrd upsnitt andlor Athi downshit 2) Horsh oF hore tst2nd upshit andller 2nd-re lipshit. hou! @ subslaniiol inerease of engine RPM A slipshit 's © prolonged Interval between shits These symptoms mey be due 10 the kickdown servo piston nol releasing properly. This Is caused by hydraulle luld leaking pasithe zeci ring of ie servo piston os@ result of weer inthe piston bere (Figure 4). Becouse wear of he piston bere varles between vehicles, ne severity ol the symploms will aso vary | piston Seal ring Figure 4 AUTOMATIC TRANSMISSION SERVICE GROUP1994 SEMINAR INFORMATION [1 | hard shit symptoms: bed, remove the servo piston assembly from the tronsoxte onc the pliton bore (rensaxle case) for wear (Figure 2). Il he bore wear i leas tan 0.023 In. (0.6m hard shit symptoms can be Improved by Ingilling « Ding repalr kit (PIN MO728648). This kit co! rubber piston seal ring Inslead of the carbon material seal ring Installed ct the factory (Figure 3) Wosner cuambied screw 1 B ekcown servo sutich bay ng ae sara covet Kekdown sane Py 4, Figure 3 lhe plston bore wear Is grecter than 0.023 In. (0.5 mm), the. ¢ new carbon material servo piston seal ing (PIN MO727999) joxle case must be repleced using AUTOMATIC TRANSMISSION SERVICE GROUP1994 SEMINAR INFORMATION [s. MITSUBISHI KM-175 BINDING UP COMPLAINT: Bind up in D: second, third, or overdrive. And the iow reverse clutches are burned, cause: Broken square cut waved spacer found undemeath the diaphragm return spring inthe low reverse clutch housing, and will not allow the clutch to release (see figure 1) CORRECTION: Replace the wave spacer. aS Figure 1 AUTOMATIC TRANSMISSION SERVICE GROUP1994 SEMINAR INFORMATION 44 MITSUBUSHI KM 171 172 ENGINE SURGE AT STEADY CRUISE Complaint: Engine may surge at full operating temperature with the vehicle at steady cruise/light load condition Dingnosis: Ifa surge from 100 0 200 rpm can be felt when the engine speed is between 1800 and 2600 -pm, disconnect the torque converter ‘wire from the transaxle case connector. If the surge is gone, proceed with the following repair procedure. Conection; Install Transaxle modification package part number ‘MD728159. This procedure involves replacing whe lower valve body damper clutch control valve, sleeve, spring, and the iock- tp solenoid. This service package will consisis of, DESCRIPTION PART# Damper Clutch Controt Valve MD727246 ‘Damper Clutch Control Sleeve MD723456 Lower Valve Body MD727244 Lower Valve Spring MD725203 Solenoid Valve MD127245 Oil Pan Gasket ‘MD707183 ORing 'MD707603 O-Ring MD707752 AUTOMATIC TRANSMISSION SERVICE GROUPATSG] = 1994 SEMINAR INFORMATION [6 MITSUBISHI KM175 WRONG GEAR STARTS COMPLAINT: Afteran overhaul, the KM175 may have wrong gear starts and possibly only one shift, similar to failsafe, but energizing Shift Solenoids A and B cannot make it startin first gear. CAUSE If the solenoids are not clogged or damaged, one or both of the stopper plates in the upper valve body may have gotten turned around or installed incorrectly when the valve body was opened for cleaning, The stopper plates can prevent the shift control valve from moving if they are insulled incorrectly. See figure 1 for valve body position CORRECTION: When installing both stopper plates in the upper valve body, be certain that they {20 in with the horseshoe end down. See figure 2. Next, check to make sure that the shift control valve is free to travel past the stopper plates in both directions, and that the end plugs are not straddled by the stopper plates, FIGURE 1 ‘NOTE: Orifice in end plugs face out FIGURE 2, AUTOMATIC TRANSMISSION SERVICE Gi1994 SEMINAR INFORMATION MAZDA G4A-EL/HL. COMPLAINT: Bind up in Reverse. causes Dished Plates installed incorrectly. CORECTION: Install dished plates as shown below. REVERSE CLUTCH AUTOMATIC TRANSMISSION SERVICE GROUP1994 SEMINAR INFORMATION FORWARD CLUTCH AUTOMATIC TRANSMISSION SERVICE GROUP1994 SEMINAR INFORMATION MAZDA G4A-EL / FORD PROBE REVERSE CLUTCH FAILURE COMPLAINT: Repeated reverse clutch failure, cause: Cross leak causing the reverse clutch to drag while in forward gears. CORRECTION: Drill a .030 hole through the reverse piston (figure 1), also enlarge the reverse feed orifice by 020 (igure 2). Example: measure existing orice size, its .059 then enlarge to .079. NOTE: Always use factory rings from Ford. These rings will work on on both Mazda and Probe. (part # E92Z:7D019-A). ENLARGE BY 020 DILL.030 INPISTON (Figure 1) AUTOMATIC TRANSMISSION SERVICE GROUP1994 SEMINAR INFORMATION MAZDA G4A-EL / FORD PROBE LOW PUMP PRESSURE COMPLAINT: Low pump pressure. CAUSE: The spoo! valve in the pump did not have a seat for the spring. The spring will hang the valve and cause low line pressure (figure 1) CORRECTION: Order updated valve from Ford. It has a seat formed (on the valve for the spring and will work on both units {ligure 2) part # FO2Z-7Z306-A. OLD DESIGN NEW DESIGN VALVE VALVE WITH SPRING SEAT FIGURE 1 FIGURE 2 AUTOMATIC TRANSMISSION SERVICE GROUP1994 SEMINAR INFORMATION MAZDA G4A-HL NO 3-4 SHIFT COMPLAINT: G4A-HL hydraualically controlled transmissione in Mazda 323 cars can loose the 3-4 shift while al other ranges function normally. A pan aré Servo examination reveal nothing abnormal. CAUSE: The cause may be that the 3-4 shift rear plug in the main valve body (SEE FIGURE 1) travels to farand jams. This prevents the 3-4shift valve from stroking. CORRECTION: 1) Shim the pocket that retains the 3-4 shift valve spring so thatthe 3-4 shift rear plug eannot tavel far enough to jam, This will require a shim that is 080-100, Inch thick and .250 300 inch in diameter (SEE FIGURE 2). Be sure that the shim is no more than .100 inch thick so a8 not to raise the 3-4 spring tension and create late 3-4 shifts. 2) Install the 3-4 shift sleeve with the identification notches facing inward (SEE FIGURE 2), G4A-IIL MAIN VALVE BODY ED aagpo) % Figure 1 AUTOMATIC TRANSMISSION SERVICE GROUP1994 SEMINAR INFORMATION [ai] MAZDA G4A-HL Continued Figure? AUTOMATIC TRANSMISSION SERVICE GROUP1994 SEMINAR INFORMATION G4A-EL/HL SLIPS OR NO 2/3 SHIFT ‘The 3-4 Clutch Drum In the G4A-EL (Mazda 626 and Probe vehicles) uses 5 lined clutch plates, 5 steel plates, and no cushion plate against the piston, The G4A-HL (Mazda 323 vehicles) use 4 lined clutch plates, 4 steel plates, and 1 dished cushion plate against the piston. See Figure 1 = . oe G4A-EL G4ACHL 3 Figure | ‘The G4A-EL 3-4 clutch drum uses a lip seal in the drum to seal the inner portion of 3-4 piston. ‘The G4A-1IL usesan "O" Ring to eal the inner portion ofthe 3-4 piston, See Figure2. Aftermarket gasket sets may include only the "O" Ring style inner piston seal for the3-4 clutch drum, and specify its use for both applications, Care must be taken to install the proper inner seal. A mix up of the inner seal will cause leaks in the 3-4 clutch drum Note: Both use a Ring seal on the outside of the 3-4 piston, Figure2. AUTOMATIC TRANSMISSION SERVICE GROUP [a]1994 SEMINAR INFORMATION Ee AUDI 4000-5000 SERIES LATE AND/OR NO UPSHIFTS "COLD ONLY" COMPLAINT: Sone Audi 4000-5000 series vehicles may experiance late upshifts and/or no upshifts "COLD ONLY". After the transmission fluid is warm, the transmission shifts properly for the rest of the day. CAUSE: TF all ether possibilities have been eliminated, the cause may be not enough drive ofl being fed to the governor. The volune of COLD ofl that can get through the governor shaft orifice may not be Sufflelent to return governor pressure to the shift valves in the valve body. CORRECTION: Enlarge the small governor shaft Teed hole from the present size to -052", "NO LARGER", The governor feed hme is the one that is closest Co the governor gear, as shown in Figure 1. The difference in size As very pininal and not much material vill be removed from the governor shaft, He certain to clean all material from governor and the governor shaft after this procedure. AUDI GOVERNOR SHAFT ENLARGE THIS HOLE ‘70 -052" "NO LARGER" COMPLIMENTS OF: ED LEE DELTRANS Figure 1 AUTOMATIC TRANSMISSION SERVICE GROUP1994 SEMINAR INFORMATION EI A4SD/A4SDE HARSH 1-2 SHIFT COMPLAINT: Harsh 1-2 shift. cause: Wissing or mis-positioned check ball. High Tine pressure. conrectron: Install check-ball in proper location or replace Primary Valve Spring with a new spring, part # 90501-18028. . ‘ { AUTOMATIC TRANSMISSION SERVICE GROUP1994 SEMINAR INFORMATION [55] TOYOTA A-4OD SERIES A4SDL AND A44DL. HARSH 1-2 COMPLAINT: CAUSE: MISSING VITON CHECK BALL CORRECTION: INSTALL CHECK BALL IN CORRECT LOCATION B 2 CHECK BALL, (g5.5 mm/0,217 In) a RFC AUTOMATIC TRANSMISSION SERVICE GROUP1994 SEMINAR INFORMATION TOYOTA A-140 NO REVERSE COMPLAINT: Up shifts 1-2, 2-3, 3-4 good but has no reverse. cause: Weld for sun gear in overdrive drum broken. Piston must be removed in order to be checked properly CORRECTION: Replace drum. WELD BREAKS IN| THIS LOCATION. AUTOMATIC TRANSMISSION SERVICE GROUPSe Una with Intercont’s new Super Combination Transmission Test Machine Intercont's new transmission test machine, the "Super Combo" will allow you to test virtually every transmission known, With an exclusive 1:1 gear ratio from a gas pow: ered engine, the "Super Combo" is designed test right hand rotations, rear wheel drive, and even the left hand rotation Honda trans Call your Intercont sales representative at 1-800-749-3939 for more details Hand-built by skilled professionals, the “Super Combo", as well as all of Intercont’s quality products, is built to withstand day-to day use for years. At Intereont, we know the probleme associated with testing sion effectively, so we build the solutions. Ind washing equipm1994 SEMINAR INFORMATION TOYOTA A-140E HARSH SHIFTS COMPLAINT: Harsh shins, cause: ‘The cause may bea missing or wom check balls: CORRECTION: Replace check bal In locations shown in Figure 1, 218" VITON 2-3 CHECK BALL 218" VITON 1-2 CHECK BALL 218" VITON 3-4 CHECK BALL LOWER VALVE BODY Figure AUTOMATIC TRANSMISSION SERVICE GROUP| ATSG) COMPLAINT: CAUSE ‘CORRECTION; 1994 SEMINAR INFORMATION SUBARU 3 SPEED FRONT SEAL POPS OUT After a rseal or overhaul, the fot sel pushes out of the converter housing The converter bushing may be pushed back in the converter housing preventing the oil coming out of the converter fom getting past the ator shaft and out tothe cooler. When the bushing is replaced, it can ‘easily be pushed in so far that it can block the “converter out” passage. See Bigure 1. Also the stator support gasket may block Muld 0 the “converter out" passage due to mis-assembly or use Ofexcessive sealant, 1 Check sonvener hub to bushing learance shouldbe no more dan {aS femora the bag musi be elec 2, When replacing te converter bung check bat you eave scent icarance between the Gusting and the ter of tho sistor suppor. 3. Orient the sator support and the gasket gasket so that both have the ounded side toward the Starter hole in te bell housing, See fy ‘Also be sure dat no sealer (aicone ct) plugs o rons the denn cooler pasages a the rear ofthe bell housing 2, AUTOMATIC TRANSMISSION SERVICE GROUP [51994 SEMINAR INFORMATION SUBARU CONTINUED. aA OIL SEAL _ BUSHING AUTOMATIC TRANSMISSION SERVICE GROUPATSG 1994 SEMINAR INFORMATION [a FORD AXOD-E REDESIGNED REAR LUBE TUBE, REAR LUBE TUBE SEAL AND REAR PLANETARY SUPPORT CHANGE: The Rear Lube Cross-Over Tube, Lube Tube Seal, and the Rear Planetary Support have been redesigned beginning in mid-year 1993 and introduced as a running change in model year 1993. REASON: Improved lube flow to the planetary gears PARTS. AFFECTED: (1) REAR LUBE CROSS-OVER TUBE - Has @ longer, smaller dianeter end to pass completely through the case and INTO the revised lube seal, which is now pressed into the new rear planetary support (See Figure 1). (2) REAR LUBE TUBE SEAL - Now pressed into the new rear planetary support to acconodate the new rear lube cross-over tube (See Figure 2)- (3) REAR PLANETARY SUPEORT - Now bored to accept the new rear lube tube seal (See Figure 2) [INTERCHANGEABILT (A) The redesigned parts listed above ARE NOT interchangeable with previous design level parts. (2) The redesigned parts listed above may be used on any 1991 or 1992 AXOD-E transaxle, hovever ALL THREE PIECES MUST BE USED TOGETHER. (3) The redesigned parts Listed above CANNOT be used on 1986-1990 AXOD transaxles, because of the governor circvit- SERVICE INFORMATION: NOTE: The nev design lube tube should be installed INTO THE NEW REAR LUBE SEAL FIRST, and then press the other end into the case, to prevent Seal danage. If the seal is danaged, a delay to drive will be the result, as this {s in the drive oil circuit Rear Lube Cross-Over Tube (New Design) eeseess FSDZ-76084-A Rear Planetary Support (New Design and Includes Seal) ..+.. P3DZ-7A130-A Roar Lube Tube Seat (New Design = 3 Per Package) .......... F3DZ-76085-A Differential/Speedo Lube Tube (Existing Design) . Fp2-76086-A AUTOMATIC TRANSMISSION SERVICE GROUP1994 SEMINAR INFORMATION PREVIOUS DESIGN NEW DESIGN i = “REAR LUBE CROSS-OVER TURE DIFFERENTIAL/SPEEDO LUBRICATION TUBE PART NOMBER ¥202~-76086-A Figure 11994 SEMINAR INFORMATION NEW DESIGN REAR PLANETARY SUPPORT AND REAR LUBE SEAL NEW DESIGN REAR LUBE SEAL PART NUMBER F3D2-76085-A ‘NEW_DESTGN REAR PLANETARY SUPPORT PART NUMBER F3DZ-7AL30-A (INCLUDES SEAL) Figure 2 AUTOMATIC TRANSMISSION SERVICE GROUP1994 SEMINAR INFORMATION FORD - AXxOD-E B-NEUTRAL KICKDOWN SHIFT COMPLAINT: A delayed shift may occur during 3-2 forced dounshifts, or "Kickdown’) and/or the transaxle will shift to neutral during the 3-2 kickdown caUSE: ‘The cause may be, a broken spring retainer clip between the pull-in control valve spring and the 3-2 control valve spring, as show ia Figure 1. ‘CORRECTION: Replace the spring retainer clip vith ORM part number FIDZ-7FI94-A. SPRING RETAINER CLIP FID2-7F196-4 a 20. PULLIN CONTROL VALVE. 21. 3-2 CONTROL VALVE. Figure AUTOMATIC TRANSMISSION SERVICE GROUP1994 SEMINAR INFORMATION FORD AXODE No Second Gear, 1-2 Slide or Flare or 3-2 Flare 1991 Taurus, Sable,Continental COMPLAINT: The AKODE may have no second gear or a 1-2 slide or flare, a 3-2 side or flare. CAUSE: ‘These conditions may occur because of intermediate clutch failure on some early built 1991 A be caused by a worn (B10) check ballin the pump assembly. Figure 5, CORRECTION: If intermediate clutch wear is found in an AXODE with a serial number found in Figure 1 install a main control separator plate repair service kit, Figure 2 lists the part numbers and applications. Each main control separator kit contains the following items: Separator plate for oll pump side of main control Separator plate for Valve Body side of main control “11 check balls -Spring retainer olip -Backout valve -Main control gasket -Instruction sheet NOTE: When the new check balls are installed, there will be one (1) less check ball used in the oil pump’side of the main Control. The B12 check ball is no longer used. The check ball locations will be the same as the later built 1991 models, Figure §. Figure 4 shows the early check ball layout. ‘41991 AXODE with a serial number listed in Figure 1 will require cchecking the ID marking on the oil pump separator plate Figure 3, If the main separator plate has not been installed, it should be installed at this time, Which will update the main control to late 1991. Refer to Figures 3,6 and 7 for proper separator plate ID. AUTOMATIC TRANSMISSION SERVICE GROUPMAATSG| 1994 SEMINAR INFORMATION EARLY 1991 AUTOMATIC TRANSMISSION SERVICE GROUP1994 SEMINAR INFORMATION ie ag Mo mngToNES PRareic ove (NoTeH Figure 6 a7 XQ \ gages BREeS Oo SS eames a Figure 7 AUTOMATIC TRANSMISSION SERVICE GROUP1994 SEMINAR INFORMATION B13 CHECKRALL ELIMINATED ALLOWING FORWARD CLUTCH OTL, TO EXHAUST UNORTFICED TN 0.D. BIZ CHECKBALL STILL NOT USED 2 CHBCKBALL, ADDED, FORCING FORWARD CLUTCH OIL “THROUGH THE "K" ORIFICE. CHECKBALL LOCATIONS 1992 MODELS ONLY Figace 3 AUTOMATIC TRANSMISSION SERVICE GROUP1994 SEMINAR INFORMATION FORD AXOD-E OIL PUMP AND VALVE BODY SPACER PLATE [DENTIFICATION PUMP SPACER PLATES: "EARLY" 1901 ONLY: Uses the number 12 checkball. This Pump Spacer Plate will have TWO holes over the bachtub at the No, 12 checkbail location, as shown in Figure 1 "UATE" 1991 OW: Eliminated No. 12 checkball. This Pump Spacer Plate vill have ONE hole over the bathtub at the No, 12 checkball location, as shown in Figure 2 Another difference in the punp plates is hole marked "A", as shown in Figures 1 and 2. This is the converter clutch solenoid feed hole. If Hole "A" is .030" diameter = for Lock-Up Solenoid (1U5)- Tf ole "A" is 215" dianeter = for Modulated Lock-Up Solenoid (MLUS). ‘TO IDENTIFY WHICH TYPE OF SOLENOID YoU HAVE, REFER TO FIGURE 3, AS THEY ARE NOT INTERCHANGEABLE. 1991 TAURUS/SABLE REQUIRES - LOCK-UP SOLENOID (LUS) 1991 CONTINENTAL REQUIRES - MODULATED Lock-UP SOLENOID (NLUS). 1992-UP "ALL MODELS" REQUIRES - MODULATED LOCK-UP SOLENOID (MLUS). NOTE: ‘The Lock-Up Solenoid (LUS) CANNOT be used on any Vehicle wired for the Modulated Lock-Up Solenoid (HLUS). ‘The Modulated Lock-Up Solenoid (MLUS) CANNOT be used on any vehicle wired for the Lock-tip Solenoid (LUS). Refer to chart above. THE PUMP SPACER PLATES MUST BE COMPATABLE WITH THE NUMBER 12 CHECK BALL, AND THE TYPE CONVERTER CLUTCH SOLENOID YOU ARE USING, VALVE BODY SPACER PLATES “RARLY" 1991 ONLY: Uses the style backout valve in the valve body that is shown in Figure 4, and the spacer plate difference is shown inside the dotted circle. Compare to Figure 5. "LATE" 1991 ONLY: Uses the style backout valve in the valve body that is shown in Figuro 5, and the Spacer plate difference is shown inside the dotted circle. Compare to Figure 4. THE VALVE BODY SPACER PLATES MUST BE COMPATABLE WITH THE TYPE OF BACKOUT VALVE YOU ARE USING, AS SHOWN IN FIGURES 4 AND 5. Continued on next Page AUTOMATIC TRANSMISSION SERVICE GROUPATSG 1994 SEMINAR INFORMATION SERVICE. TNFORMATTON: There are service kits available from Ford Motor Co. to “Update” your "Early" 1991 transaxle to a "Late" 1991 Transaxle and include the followin, 1 O11 Punp Spacer Plate 1 Valve Body Spacer Plate Backout Valve Checkballs 1 3-2 Control Valve Spring Retainer Clip 1 (Complete Set) Pump. and Valve Body Gaskets 199) 3.0L, TAURUS/SABLE = Fipa-7a142-B 4991 3.8L TAURUS/SABLE | HOD ¥ipa-7a1a2-¢ oot dca taumus/samue (FOLiCE) D Fiba-7a142-D 1091 3.8L CONTINENTAL 2 Floy-7A142-B FOR AXOD-E TRANSAXLE IDENTIFICATION, SEE FIGURE 6. AUTOMATIC TRANSMISSION SERVICE GROUP1994 SEMINAR INFORMATION AXOD-E PUMP SPACER PLATE "LATE" 1991 ONLY. ONE HOLE DOES NOT USE NUWBER 12 CHECKBALL. HOLE “AY .030" = LOCK-UP SOLENOID (LUS) 1215" = MODULATED LOCK-UP SOLENOID (MLUS). Figure 21994 SEMINAR INFORMATION LOCK-UP SOLENOID CLUS) FOUND IN: 199] TAURUS/SABLE ONLY, OEM PART NUMBER: F1DZ-76136-A MODULATED LOCK-UP SOLENOID (MLUS) FOUND IN; 1991 CONTINENTAL ONLY. FOUND IN; 1992 “ALL MODELS”. OEM PART NUMBER: F10Y-76136-A Figure 31994 SEMINAR INFORMATION AXOD-E VALVE BODY SPACER PLATE “LATE” 1991 ONLY. THIS SPACER PLATE USES ONLY a STYLE OF BACKOUT VALVE, aoe Figure 5ATSG 1994 SEMINAR INFORMATION TRANSAXLE TDENTIFICATION Early 1907 AXODE Transaxle Serial Numbers ‘Application | LD. Tag Color | Trane Assembly # | Trana Sarl 3b TaurusiSabie | White FIOP-BA, Up to #195343 3.6L TavrusiSabio | velow FIDP.CA Up to #54553 ‘BL Taurus Poice | Apricot FIOP-EA, Upto #10936 ‘BL Continental Pink FIDP-DA Upre #39653, ‘TRANSAXLE o Li ENGINE SIZE / yada bic IDENTIFICATION TAG. Service Par No FIDE TALES — a0. Tauwafabe Service Pari Ne, FIDE-TAI#2-G— 38. Tauruneble Serves Part io: IDZ7Ha2.0 — 381 Police Service Pa No, IOV. 7A1«2‘2— 3.81 Continental Kit Contents Poa nator Desctiption Guaniny Tala Separaio’ Pato (1 Pump Sie o Wan Cervo) Tt 7A008 Separtior Pat (vave Body Side ol Main Conroy [1 E7oz-7EVOEA | Chock Bal 1 e208 Baokout vane 7 FOZ TFIRTA | Sping Retane’ Ow 1 FiOE-7OIO0-A caimn een EIDEZCISE-A | an contol Gashis Gaskets Must te Ropicod | 1 Mba reel Win Now Gaskets Figure 61994 SEMINAR INFORMATION AXOD-E VALVE RODY SPACER PLATE "EARLY" 1991 ONLY. THIS SPACER PLATE USES ONLY THIS STYLE OF BACKOUT VALVE. ~ Figure &UN Am at Rt Cre rcen ony ce ntea et wces nl e e TArsa y Sn ae ee eS ‘The TERS rovotic 2001 “hao Taek System™ TWePLUS ACTOR, Sica "was Waa you ReCee Rie "wih TERS EQUIPMENT oe 0420100 ttt “ote so engin ae cee EteHYDR. COMPLAINT: cause: (CORRECTION 1994 SEMINAR INFORMATION FORD AxXOD AULICALLY LOCKED TV PLUNGER With engine running, you cannot pall T.V. cable out. TW. plunger hydraulicly locked out with oi1 pressure Check the following valves for sticking or debris: (2) PV. LIMIT VALVE ~ (No. 24 in Figure 1). Limits T.V. pressure to a maximun of 90 PSI. (2) TW/LINE MODULATOR VALVE - (No. 13. in Figure 1). Modifies T.v. pressure for control of Line pressure to more Closely match engine torque and transaxle capacity requirements. (3) THROTTLE VALVE ~ (Wo. 2 dn Figure 1). Regulates T.V. pressure in relation to throttle plunger position. Note: If debris is found in valve body, be sure to inspect all checknalis. They have a habit of deteriorating, and spreading through the ve've trains, New checkbalis are nov available under OEM part number E702-76195-A, and come Five in a package. Soe Figure 2 for proper Checkball locations, ae sone of the manuals are wrong. See Figure 3 for checkbail function. AUTOMATIC TRANSMISSION SERVICE GROUPATSG| = 1994 SEMINAR INFORMATION Se ee ee Re ® 2S © LUD. SPRING AUTOMATIC TRANSMISSION SERVICE GROUP1994 SEMINAR INFORMATION Figure 1 AUTOMATIC TRANSMISSION SERVICE GROUPATSG) 1994 SEMINAR INFORMATION FORD - AXOD SHUDDER ON 1-2 UPSHIFT DELAYED OR HARSH UPSHIFTS A “Shudder” during a 1-2 upshift at moderate co heavy throttle after cleaning the valve body. The transmission vill perform formally at light throttle openings. No. 2. Delayed and/or harsh upshifts after cleaning the valve body. COMPLAINT: No. CAUSE: NO. 1. A "Shudder" during a 1-2 upshife vill occur if the main Pressure regulator "Isolator” spring is not installed after Cleaning the valve body (See Figure 1). This is caused by fluctuations in main Line pressure at the tine of the 1-2 shift Harsh and/or delayed upshifts can be caused by the pressure regulator spring retainer being installed backwards. This will create high ain line pressure (See Figure 1). No. 2 ‘coREcTrOW: Insure that all thee (3) pressure regulator springs are ce- installed in the valve body regulator bore (See Figure 1) 1. Main Pressure Regulator Spring (Largest Diameter). 2! Main Regulator Boost Spring (Hed{un Dianeter). 431 Main Regulator Isolator Spring (Seallest Dianeter) No. 2. Insure that the main regulator spring retainer is installed An the proper direction (See Figure 1), The retainer is very similar to the one used in the AOD valve body, but is instell~ fed in the opposite direction of the AOD. AUTOMATIC TRANSMISSION SERVICE GROUP1994 SEMINAR INFORMATION =< AUTOMATIC TRANSMISSION SERVICE GROUP1994 SEMINAR INFORMATION COMPLAINT: cause: ‘CORRECTION FORD AXOD SOFT 1-2 AND 2-3 SHIFTS Soft or mushy 1+2 shift and/or 2-3 shift. The cause may be a lack of oil volune to the intermediate and/or direct cluteh packs. FoR SOFT 1-2 SHIFT. Replace the 1-2 capacity modulator valve spring with the Red spring manufactured by Shift Technology Products (Part KO06). The kit also cones with a nev style bore plug retaining clip. Assemble into the oi] punp as shown in Figure 1 FOR SOFT 2-3 SHIFT: Drill the direct clutch feed passa in the of1 punp spacer plate, yen in Figure 2 iN 2 31 ae (E STYLE RETAINING CLIP. 2 CAPACITY MODULATOR VALVE BORE PLUG. 2 CAPACITY MODULATOR VALVE. 2 CAPACITY MODULATOR VALVE’ SPRING. Figure 1 AUTOMATIC TRANSMISSION SERVICE GROUP1994 SEMINAR INFORMATION AXOD PUMP PLATE eoc ® ENLARGE HOLE INDICATED BY ARROW TO .093" FOR FIRMER 2-3 SHIFT. Figure 21994 SEMINAR INFORMATION COMPLAINT: NO MOVEMENT OR SLIPS FORWARD & REVERSE WHEN HoT, cause: CRACKED FORWARD. CLUTCH PISTON. PROCEDURE FoR ‘CHECKING PISTON 1S SHOWN IN FIGURE 1. poneeonone| REPLACE PISTON WITH PART NUMBER F02-7A262., FIGURE 4 AUTOMATIC TRANSMISSION SERVICE GROUP®@ NSWERMATIC ANSWERS YOU CAN TAKE TO THE BANK! 1-800-322-0806 Losing valuable time and income due to superficially worn hard parts or non- sealing soft parts? Then bank on the Criginal Answermatic®, or our new AMI® Hydraulic Circuit Analyzer. inate no- goes and come-backs. mol etacksandimpertectonsin Let Answermatic® answer all your transmission repair questions. Call toll {ee 1-800-222-0808 or Fax (516) 254-2201, for our free brochure. Equlpment For Rebuiing Prt! nswermatic, inc. — rm 50.M CORBIN AVENUE, BAY SHORE, NY 11706 (616) 254-2258 « FAX (516) 254-20011994 SEMINAR INFORMATION FORD —- AODE/4R70W ENGAGEMENT CONCERNS AND/OR #ARLY OR LATE SHIFT PATTERNS COMPLAINT: Some 1983 Crown Victoria, Grand Marquis, Mark VIII, and Town Cars may exhibit soft or harsh engagenent and/or early or late shift pattern complaints. CAUSE: The cause may be, internal contanination of the Manual Lever Fosition Sensor (MLPS). CORRECTION: Replace the MLPS with a revised service level sensor that is nore sistant to internal contamination (See Figure 1). NOTE: WHEN REPLACING THE MLPS ON THE AODE/4R7ON TRANSMISSION FOR ANY REASON, DO_NOT USE MLP SENSORS WITH DATE CODES OF 221 10 21.06. ‘The date code 1s stenped on the outer cover of the MLPS, as shown in Figure 1. Use the service part nurbers listed below. SERVICE INFORMATION: 93-17-8 Manual Lever Position Sensoz (Grown Victoria, Grand Marquis, Town Car) «. Manual Lever Position Sensor (Mark VILE) = FSVY-TAQAT-A = PSLY-7A247-A area a Ch] eS eee frente oe vt whew aw | Has | BEE HEP BS Be Figure 1 AUTOMATIC TRANSMISSION SERVICE GROUPATSG 1994 SEMINAR INFORMATION COMPLAINT cause: ‘coRRECTION: FORD — AOD-E NEW PCM CALTRRATTONS FOR 1992 MODELS Some 1992 Crown Victoria and Grand Marquis (Includes Police) vehicles nay display one or more of the following complaints: © "Groaning" or "Drunning" noise; This condition occurs when the vehicle Is in overdrive operating in lth gear between 34 and 42 0% (55-66 Knit). 0 6-3 coast tip-in bump or Jer) ‘This concern occurs during 4-1 coasting downshifts. When the accelerator pedal is depressed, while coasting in “th gear, a drive line "Bump" or "Jerk" may be felt. © Extended shift during acceleration; This occurs during acceleration when the accelerator {s suddenly released. Nornal torque converter clutch disengagonent may be observed as an increase in engine speed. 0 Occasional firm 3-4 shifts This condition se caused by the torque converter clutch engaging prior to the 3-4 shife being completed. These concerns may be caused by the operating strategy of the Power train Control Module (2H) Replace the existing PCM with a new module which has a revised shift and converter clutch operating strategy, using the part numbers and ibration Numbers Listed below. YOU MUST MATCH THE CALIARATION NUMBER TO THE PART NUMBER? Calibration number Is found on a white sticker usually located on fend of the Left door or the left door jam SERVIGE INFORMATION: 93-3-13 Powertrain Control Module (Calibration 2-18F-R00) Powartrain Control Module (Galtbration 2-186-R00) Powertrain Control Module (Calibration 2-184-R00) Powertrain Control Module (Calibration 2-[8T-R00) , Powertrain Control Module (Calibration 2-18M-ROO) Powortrain Control Module (Calibration 2-18N-R0O) . + F2P2-12A650-RA F2PE-12A650-SA secese F28%>12N650-TA = F2P2-124650-U8 = F2P2-12K650-VA = F2P2-12K650-x4 AUTOMATIC TRANSMISSION SERVICE GROUPATSG 1994 SEMINAR INFORMATION FORD -— AODE/4R70W LINE PRESSURE INSTABILTTY COMPLAINT: Line prassure instability created by lack of EPC SoJenoid function and can create a variety of different concerns including soft shifts, Soft engagenents and rapeated transmission clutch and band failures: CAUSE NO. + Solvent or other cleaning solutions, which are used to clean the transmission case are boing used while the EPC Solenoid is still ounted in the case. Contamination fron the case is being washed Into the case and EPC Solenoid assembly. (CAUSE NO. ‘The EPC Solenoid Retaining Bracket not installed back in the proper position to retain the EPC Solenoid into the case. CAUSE NO. 3: Moisture ox water contamination that has gathered in the vehicle wiring harness connector at the case connector on the passenger side of the vehicle. CAUSE NO. 4+ Defective and/or contaminated EPC Solenoid. (CORRECTION NUMBER The EFC Solenoid MUST be removed from the transmission case assenbly prior to cleaning and vashing the case with solvent, or in any power Cleaning machine. The manual shift lever mist be removed from the case to renova the FPC Solenoid. If this is not done, replace the EPC Solenoid with a new one, OEM part ember F2VY-76383~A. CORRECTION NUMBER 2: The EPC Solenoid Retaining Bracket aust be installed with the "Fork" of the brackst securely over the body of the EPC Solenoid and the bracket secured with valve body bolt in the location shown in Figu! 1. The EPC Solenoid may have to be repositioned slightly for "Fork te engage in the proper position (See Figure 1)+ CORRECTION WIMBER 3: ALWAYS blow the vehicle wiring harness connector from both sides vith Conpressed air to remove any moistre that may have accumulated. Also use a small anount of electrical grease, OEM part nunber 2AZ-19584-A, fon the connector cavities te prevent corrosion. ‘TT _MUST BEA NON-CONDUCTIVE GREASE. (CORRECTION NUMBER 4 Replace the EPC Solenoid with ORM part nunber F2VY-76383-A, and insure retaining bracket {s secured in proper position as shown in Figure 1. Manwal shift Linkage must be renoved from case to replace the solenoid. SERVICE INFORMATION: EPG Solenoid (A11 Models) « 7 = FRVY-T0383-4 Electrical Grease (Non-Gonductive) 2 P2An=19584-8 AUTOMATIC TRANSMISSION SERVICE GROUP1994 SEMINAR INFORMATION EPC SOLENOID RETAINING BRACKET LOCATION EPC SOLENOID | RETAINING BRACKET ? EPC SOLENOID EPC SOLENOID AND RETAINER Figure 1THE TRADITION CONTINUES From Modulators To Diagnostic Test Equipment And More . . . Rostra Moduitors ae recognized as te highest aly mout nusiy. Cone ane vive fetemsching destne clon precy tat {ies “every net" When quay cours no one mmaidies Rota oT ‘Naw ang upcoming prosuets rom Rost: “RODE ABAPTER CABLE (worke with 5-450 module) "T3508 AXODE ADAPTER CABLE (works ‘The Rostra Analytical Too: The RAT systom ie the most universal expanable, and easy to, use ‘dagnoste foal or he rarenssion ropa de {Wye Tha dagroste sysiem alows you to mont Sanu ening cel cies be eCU ara ‘manually contesie transmission” You can pr Bol yeath ant ecg prt wie ‘ven drepoing te paState ott at RAT P ‘modules expana coverage the lates modal. Free terael svn avaabe asest you jour hagrosse Lata sin your shop ana eve time “aed gtd ot stra proudly invocues tho LU lockup olay fertile Sopp waa peta ae ae or rar, f MOSSE POLS USE Ean 4 Red | Syne oe ae ge Kegon sce en we ELS ws ranges qe eer teaeiee ea aay e SS Se ea aT Rect a eee iaet Seema oe ras Sa ase eas ped A ea) argware Inde fol Our re thea sup por is avalane to asst in your nlallaton, ‘As always, Rostra is commited to engineering the highest quality product, with performance lunmatched by anyone. Our manufacturing represents the best in American expertise and cralismanship. Rely on Rosta for the qualiy products you and your customer deserve. ROSTRA ik PRECISION CONTROLS INC. 2510 Dane Ome, Lavinury, NC E261 + 1.900.782.9979» 910275 4853+ Teel appar: S1O.27EE2Nt1994 SEMINAR INFORMATION TRANSMISSION—AOD—NO 3-4 UPSHIFT OR SLIPPING 4TH GEAR—DIAGNOSTIC INFORMATION ISSUE: A no 9:4 pshit condition ora sipping ath ‘ear may result tom rect clutch checkball leaking sing lug In end of ovtput shat Coase bore wear '# Leakage at 07D band servo piston 1 Seal leakage at 3-4 accumulator piston 1 Blocked hydraulle cixcult condition * Improper valve Body attaching bolt torave ‘© Leaking governor circuit ue converter damper/hub ACTION: Road test, diagnose and repair the Iransrission aa required. Reler to the {following ciagnostic and repair procedure tor service details, PRELIMINARY CHECKS/INFORMATION he vehicle to verity the customer aiait. A'no 3-4 upshit ia characterized by staying in ord gear. A alpping 4th gear ia characterized by engine catleose an 9-4 ¥pshift and liited or no 4th gear drive ccapabilty 1S or 3, Check TV lokage (could be misadisied long) (On older models, bent sticking or miseclusted TV Linkege wil not propery synchronize with arburetorthrotile Bedy lover atthe time a Upshitt should occur 4. Check control pressure and throttle pressure to idonity that they are within specications. Use the following guide pressure specifications * Pressures are typical with TV pressure adjusted to specticaion per Service Manval (approx 32 psi using gauge block). Refer to applicable model-yoar AUTOMATIC TRANSMISSION SPECIAL CIFICATIONS ISSUE for exact apecitcations. if DIRECT CLUTCH PRESSURE TEST 0 in tho direct luted cicuit ie usually fed by 8 no 4th gear aymptome, AUTOMATIC TRANSMISSION SERVICE GROUPThe dict clutch pressure test outined below wil ‘diagnose a low pressure condition oF I direct cluten cieut A diforance of 18 psi or more betwoen direct clitch pressure and line pressure (ead at the forwnrd clutch pressute tap) wil prevent @ 3-4 upshif 1 Attach 0-900 psi (0-2068 kPa) pressure gauge to the forward eliten and to the diract cluten pressure top, Figure 8, Gauge accuracy must be capebie of Sistingvishing @ 18 psi (110 KPa) diference (i tis toss done In conjunction with ‘control pressure test, pressure gauges wit be attached to al pressure tape) , Connect sutficient faxbie hose 10 be able to read the gauges inside the vehicle CAUTION: PRESSURE GAUGES AFFECT THE SHIFT QUALITY OF THE ‘TRANSMISSION. 00 NOT ACCELERATE OR DECELERATE RAPIDLY WHILE PRESSURE GAUGES ARE ATTACHED. TRANSMISSION FAILURE MAY RESULT. 2. Drive the wehiele. when pressure is appliod to the direct clutch, note the sitterence betwoon line pressure (ceed at the forward clutch pressure tap) and dvectcluteh prosaure (ri fat the divect clutch pressure tap. a rence a prossure is loss than 16 psi 2 erect cluteh circuit Te Of. 4. thine aiterence le greeter than 15 pst (110 Pa), thace could Be 8 oak in the direct clutch pressure ceca 44 The gauges 00 the forward and cect cltch pressure taps can be switched to contem That geuge calibration citerance ie not the b. tha 15+ psi (110 kPa) pressure ditferetit ean be conlumed, proceed to the “DIAGNOSTIC PROCEDURE NO. 1" (1 indicated), or to "DIAGNOSTIC PROCEDURE NO. 2° (sips in ain), applicable. ©. Ha 15+ pai (110 KPa) pressure diferent can not be confirmed, proceed to \GNOSTIC PROCEDURE NO. 3° (no kage indicates) in the 1994 SEMINAR INFORMATION, DIAGNOSTIC PROCEDURE NO. 1 - NO 3-4 UPSHIFT WW DIRECT CLUTCH PRESSURE DIFFERENCE GREATER THAN 15 PSI (110 kPa) {indicates leakage in direct clutch eireut) NOTE: BUANT DIRECT CLUTCH PLATES WiLL HELP TO CONFIRM LEAKAGE IN THE DIRECT CLUTCH CIRCUIT, REPLACING ONLY THE PLATES AND NOT FINDING THE ‘CAUSE COULD RESULT IN A REPEAT REPAIR. 1. Check valve body bolt torque. Correct torque is 8:11 Nem (80-07 Toe. 12 Remove the valve body and check to see i! ‘main control gasket ia biocking an entice. 3. Check valve body t0-ca nicks oF porosity 4. Check the direct clutch piston check bal for leakage (inspect check Ball 1" feedom of mmovemeni). Improper seating of check ball wil ‘cause leakage 18. Tura platon upside dow (lat side of piston facing you) slowing the check ball to seat », Pour a small quanlity of solvent over ‘check ball I 30lveat drops past the chock bal, replace 1ne piston, 5, Ingpact the output shalt toed paseag cup plug for leakage, 1. Apply &-10 ps! (34-69 KP8) air to the output shalt feed passages, Figure 2 . I air comes out of the wrong teed passage, replace the output shat 6. Check tha direct clutch piston seal rings Goner ‘and outer for leakage 17. Cneck all direct clutch output shett seas for eedom of movement and for metal shavings land burrs betwoen the teal and the oulput shaft, Figure 2 1. Check the direct clutch oyinder for groove marks on the loner 1D of the drum, Figure 9 8. Groove marks indicate that the small cast on rings are turning with the output shalt land grooving the cylinder AUTOMATIC TRANSMISSION SERVICE GROUP nd the1994 SEMINAR INFORMATION DIAGNOSTIC PROCEDURE NO. 2 - SL! b. Groove marks may also be caused by 6. ‘contamination or Burs in the ovtput shaft Ting grooves, causing the ses! rings to turn withthe ovtpet shaft Check splines on both ends of the direct dive shaft and inthe direct clon eylinder for erage, wear DIAGNOSTIC PROCEDURE NO. 3 NO 3-4 UPSHIFT WITH DIRECT CLUTCH PRESSURE DIFFERENCE LESS THAN 15 PSI (110 KPa) {indicates no weakage In direct cluten clreut) 1 Check the seal ring grooves caretuy, replace the output shat, seal rigs and/or fylinder as required, and/or replace the case i the output shalt sent Bove is grooved 1 2TH GEAR NOTE: A burnt overati band will help to ‘confirm leakage In the overdrive circu. Replacing only the overdrive band without finding the cause will result in 9 repeat tepair. I the overdrive band Ie not burat, the torque converter damper/hub weld may be suspect. Ccheck the overdriva servo cover Otings end servo piston seal for possible leakage. Repl the O-rings and ten! if leakage is evident ‘i Make sure thatthe overdrive servo cover Is not porous: 1 Coat cover with ui, . Apply air to overdrive sore apply passage lasing Sarva Piston Remover Te0.-77030-8 (oF Transmission Test Plate T82L-7006-A © Obeare to see if air bubbles are present fon overdrive Ser cover Ccheck the overdrive servo case apply paseaye to see if i Blocked (air pressure tos). Repiace the case it required Conti that the overdrive band i coreeetly 10 the anchor pin ‘check the torque converter for damper/ub ‘wels failure by performing the weld check procedure outlined in the Service Manual: 1. Use Torque Converter Checking Too! Test-7902-A, '. Replace the torque converter if shaft tune more than two (2) degrees, or if thore is @ rinding noise while applying 88 Nem (50 Tost) of torque Ciean the valve body: 12 Check for 8 “sticking” condition at the tollowing valves 1 Overdrive servo regulator vaive © 5-4 ont valve © 5:4 TV modulator valve © Oiifice cont valve . I any valves are sticking ané cannot be froe, replace the valve body. Reduce the valve body bolt torque to minimum speciation, Le. 9 Nem (60 Ibn). Check the fi ofthe governor counterweight on the output shat. I the tis sloppy, replace the counterweight Ccheck the governorto-output shatt retaining fing 10 make sure its property seated on the ‘output shalt: service ns require check the last two large seal rings on the output shatt (9, #10). Figure 2 1. The seal rings should move teely on tho output shat. ‘6. Check for metal or other contamination oF bures between the seal and the output shat replace the seals andor ouput shaft as requires ‘check the ‘case for scoring, Light scoring Is permissabie, but deep grecving indicates case wear. Replace the ease i deep grooving Is found Figure 4 AUTOMATIC TRANSMISSION SERVICE GROUPATSG| = 1994 SEMINAR INFORMATION ‘CHECK FOR SEAL RING GROOVE WEAR IN DIRECT uuTeH CruNDER (CHECK SEAL ING BORE INREAR OF CASE FOR ‘SCORING OF WEAR Figure 2 Figure 4 AUTOMATIC TRANSMISSION SERVICE GROUP1994 SEMINAR INFORMATION FORD AOD - HARSH 1-2 SHIFT COMPLAINT: EXTREMELY HARSH 1-2 SHIFT, ALL OTHER SHIFTS OK. CAUSE: 1-2 CAPACITY MODULATOR VALVE SPRING NOT FULLY SEATED IN MODULATOR VALVE POCKET, SEE FIGURE 1 FOR “PROPER” ASSEMBLY. CORRECTION: REPOSITION SPRING PROPERLY, AS SHOWN IN FIGURE 1, USE PETROLATUM TO RETAIN SPRING IN MODULATOR VALVE POCKET DURING ASSEMBLY. 1-2 CAPACITY MODULATOR VALVE Copyright ATSG 1989 FIGURE 1 AUTOMATIC TRANSMISSION SERVICE GROUP1994 SEMINAR INFORMATION FORD AOD (1989 ONLY) “SQUAWK" ON 2-3 SHIFT COMPLAINT: Clutch noise or "Squawk" on the 2-3 shift, in 1989 models only cause: In 1989 there was a new design stamped steel dfrect clutch housing (See Figure 1) Introduced, that creates the noise. CORRECTION: InstaTl the previous design cast steel direct clutch housing PREVIOUS DESIGN NEW DESIGN Copyright FORD AOD DIRECT CLUTCH HOUSING Figure 1 AUTOMATIC TRANSMISSION SERVICE GROUPATSG] —1994SEMINAR INFORMATION — [87] FORD AOD REPEATED PLANETARY FAILURE COMPLAINT: Repeated burning ofthe planetary carrer, verse sun gear & dive shel and forward ‘sun goa, Atm thie wil occur mes than 100 mes after rebuld ‘CAUSE: ‘The cause may be the converter drain back cross hole passage inthe pur stator support blocked with debris, or the checiball stuck (Se0 Figure 3). CORRECTION: Inspect and alr check the converter dain back passage Inthe pump stator support, and clean as necessary. If removal of the cheskbal and spring asssombly are necessary, alr 10 igure 29 for removal procedure, ‘SERVICE INFORMATION: ‘Spring and bal kt sons ESAZ-TAZOS-A HTo REMOVE ALUMINUM BALL, INSERT PUNCH (BENT END) HERE. THIS WILL DAMAGE THE SPRING, AFTER CLEANING & FLUSHING, REUSE BALL 95606¢-S, REINSTALL A NEW SPRING AND ALUMINUM BALL HOLE No. 13 HOLE NO. 12 swoeessns J] STEEL BALL (REUSE) 377301-5 (ALUMINUM) BALL PRESS IN NEW BALL FLUSH WITH SURFACE ‘SECTION OF STATOR SUPPORT (CBAP-7A206-A SPRING ‘ASSEMBLY EQAP-7AI05:8A REPLACE IF REMOVED ‘SHOWING DRAINBACK CHECK VALVE Figures ACTOMATIC TRANSMISSION SERVICE GROUP1994 SEMINAR INFORMATION FORD - AOD NO PASSING GEAR COMPLAINT: No kickdown or passing gear at any vehicle speeds or any throttle position, cause: ‘The cause may be the governor mis-assonbled with the sleeve installed backwards. Proper installation is with the "Castles" towards the counterweight, as shown in Figure 1. CORRECTION: Install sleeve with the "Castles" tovards the counterveight, as shown dn Figure 1 Q ‘cOvER VALVE ai pooy VA}VE SLEEVE ‘counren| Poa Puy ‘WEIGHT of Figure 1 AUTOMATIC TRANSMISSION SERVICE GROUP1994 SEMINAR INFORMATION FORD AOD FLARES OR NEUTRALS INTO OVERDRIVE COMPLAINT: Cannot get solid shift into overdrive. The shift speed is okay and the throttle pressure is adjusted correctly. Sometimes it seems to neutral into overdrive at Tight throte. CAUSE: ‘The surface area of the overdrive servo is not sufficient to hold the overdrive band on. Because a pressure cutback occurs on the 2-3 shift that lowers the ‘mainline pressure, light throtle pressure may not raise the pressure high enough to overcome al internal leaks and still hold the band around the drum tightly, CORRECTION: Install a larger overdrive serve. Early units and smaller V-8's used the standard *C* servo to apply the band, High output engines use the "B" Servo which provides 30% move band application force and isrecommended for stronger 3-4 shifts. Also available is the "A" Servo which provides 16% more band application force than the "B" Servo. This "A" Servo is especially helpful in ‘high performance and heavy duty applications. When changing the overdrive servo size, it will be necessary to change the servo piston, piston return spring, servo cover and the piston seal. The two cover seals remain the same for all, servos, Figure 1 showsa chart with the Ford part numbers forthe "A" and "B" Servo components, PART "B" SERVO | "A" SERVO SERVO PISTON | EDAZ-7F200.8 | ESSZ7F200A RETURN SPRING] EOAZ7F204-A | E9SZ-7F201-A ovgnonive senvo coven | eoaz7Doarn | Essz-70027A ‘a, wisvow star | ezTo02ea | ‘sz 7o02#a y RETAINING Figure 1 AUTOMATIC TRANSMISSION SERVICE GROUPCan you afford not to have the right tools for today’s transmissions? de E40D T-2800-F Holding Fixture AXOD T-2409-F Holding Fixture The answer is no! Professional rebuilders require professional tools. Haydea — TransToo! is your #1 source To receive a Hayden — Trans‘Too! catalog for over 450 specialty tools for GM, Ford, contact your preferred parts distributor, of Chrysler, AMC and most foreign automatic all us toll FREE 1-800-531-5978 transmissions, plus shop equipment and accessories. S HAYDEN - Trans-Tool NO ConneliyeSan Antonio, TX 74203+(512) 225-67451994 SEMINAR INFORMATION FORD E4OD HARSH 3-4 SHIFT COMPLAINT: Harsh 3-4 shift, and/or upon transmission dis-assenbly the 0.D. clutch retaining ring is dislodged from groove (See Figure 1). cause: Insufficient snap ting tension. CORRECTION: Replace snap ring with upéated (More Tension) snap ring available under OM part number FOTZ-7A527-A. RETAINING RING —_ OVERDAIVE PISTON RETURN SPRING Figure 1 AUTOMATIC TRANSMISSION SERVICE GROUP1994 SEMINAR INFORMATION FORD E40D CONVERTER CLUTCH SHUDDER COMPLAINT: Soft converter clutch engagement or shudder on hard acceleration CAUSE: Low converter pressure and/or limited abilty of the ‘converter exhaust orifice to control converter clutch apply CORRECTION: Replace the converter regulator valve sping in tho ump cover with a “SGSF E40" shudder fix spring ‘see igure 1), Dril the converter clutch exhaust orice 10.076 in. (see figure 1). CONVERTER REGULATOR VALVE. REPLACE SPRING. WITH SOSPE4OD AUTOMATIC TRANSMISSION SERVICE GROUP1994 SEMINAR INFORMATION FORD - E40D 1-2 SLIDE, 2-3 FLARE, OR SLIPS FORWARD AFTER REBUILD COMPLAINT: After rebuild, slips or delays in forward when hot, slides (on the 1-2 shit, or flares up on the 2-3 shift, and burns clutches especially when warm. CAUSE: ‘Over tightened center support to case bolts. This will cause leaks across oil feed passages to the clutches. CORRECTION: Remove vate body and retorque center support bolts to 8 to 10 f. Ibs. in cases where distortion has been extreme, may be necessary to use two gaskets between the spacer plate and the case. TIGHTEN FRONT FEED BOLTS T06- 10 ibs. AUTOMATIC TRANSMISSION SERVICE GROUP1994 SEMINAR INFORMATION FORD AULD NO FOURTH GEAR COMPLAINT: Ho 4th gear, or a 3-Neutral shift cause: The cause:may be the splined portion of the 0.0. carrier and the sprag inner race broken (See Figure 1). The splined portion and inner race will remain in one piece, and usually turn in the carrier, but will not always seperate itself from the carrier. The problem is not always detectable because the bearing inside the carrier hides the broken area of the carrier. The sprag inner race and splined area for the turbine shaft ‘MUST NOT" turn. Use a little force if necessary to check this. CORRECTION: Replace overdrive carrier complete. BROKEN OVERORIVE CARRIER IN THIS. AREA CREATES NO FOURTH GEAR Figure 1 AUTOMATIC TRANSMISSION SERVICE GROUP1994 SEMINAR INFORMATION FORD A4LD BLOWING FLUID OUT THE BREATHER COMPLAINT: BOLWING FLUID OUT THE BREATHER VENT ‘CAUSE: ONE POSSIBLE CAUSE IS GOVERNOR RINGS LEAKING CAUSING PRESSURE TO BUILD UP WN THE CASE BLOWING FLUID OUT THE CORRECTION: CHECK GOVERNOR BORE (MGURE 4) FOR RING GROOVES, IF RING GROOVES ARE PRES! OR INSTALL A SLEEVE KIT. ALSO. CHECK” GOVER RINGS FOR DAMAGE (FIGURE 2) REPLACE IF, NECESSARY, CHECK GOVERNOR RINGS CHECK FOR RING GROOVES Faure 4. Faune 2 AUTOMATIC TRANSMISSION SERVICE GROUP1994 SEMINAR INFORMATION FORD - A4LD 3-4 SHIFT SOLENOID CHANGE ‘There has been a design change on the 3-4 shift solenoid on the Ford AALD, and the new design level solenoid 1s still available under the old OEM nunber EBTZ-7H107-A. ‘Tho Ist design 3-4 shift solenoid had a sleeve that incorporated a screen for the solenoid as shown in Figure 1. ‘The 2nd design eliminates the screen, has dimensional changes on the solenoid itself, and includes s new plug with a boss machined on one end. The plug mist be installed with the machined boss facing the solenoid as shown in Figure 1. ‘The 2nd design 3-4 shift solenoid WILL retro-fit back to all previous models, if it fs required El 1ST DESIGN MACHINED Boss \ AGES SOLENOID 2ND DESIGN FIGURED AUTOMATIC TRANSMISSION SERVICE GROUP1994 SEMINAR INFORMATION FORD A4LD 1990-92 AEROSTAR EXPLORER RANGER COMPLAINT: Some of the involved vehicles with the ALD transmission may exhibit a harsh 2-3 backout upshift under certain conditions. This may be better described as being harsh when releasing the accelerator pedal during the 2-3 upshift. This condition is most evident when the vehicle is operating at higher altitudes. CAUSE: ‘This is caused by the incorrect calibration ofthe 2-3 backout valve spring inthe valve body. CORRECTION: A new 2-3 beckout valve spring is available from Ford that has a revised Calibration. Itis light blue in color. The part # is F31Z-70230-B. See figure forthe proper hore identification and spring location, Figure 1 AUTOMATIC TRANSMISSION SERVICE GROUP1994 SEMINAR INFORMATION FORD - A4LD VALVE BODY CHECKBALL LOCATIONS ‘THERE ARE THREE DIFFERENT DESIGN LEVELS ON THE ASLD VALVE BODIES AND THEY HAVE THREE DIFFERENT GHECKBALL LOCATIONS. ALL THRRE DESIGN LEVELS ARE LISTED BELOW. IST DESIGN - This valve body has ONE Solenoid for converter clutch apply and release. These valve bodies require six (6) checkballs placed in the locations shown in Figure 1. D0 NOT install checkbail in the Jocations marked with an "x" (SE FIGURE 1) 2ND DESIGN - This valve body has TWO Solenoids, 1 for converter clutch and 1 for the 3-4 shift, and DOES NOT use a’ reverse engagement valve. Th valve bodies require five (5) chockballs placed in the locations shown in Figure 2. DO NOT install checkbail in the locations marked with an "x (SEE FIGURE’ 2). 3RD DESIGN ~ This valve body Aas TNO Solenoids, 1 for converter clutch and 1 for the 3-4 shift, and DOES use a reverse engagement valve. Those valve bodies require four (4) checkballs placed in the locations shown in Figure 3. DO NOT install checkball in the locations sarked with an "X". (SEE FIGURE 3). ‘THE CONDITIONS WILL VARY, IF YOU INSTALL A CHECKRALL IN THE WRONG LOCATION, AND DEPENDS ON WHICH CHECKBALL, YOU DECIDE TO MOVE, AND WHICH CHECKBALL POCKET THAT ‘YOU DECIDE TO PUT IT IN. USE FIGURES 1, 2, AND 3 FOR PROPER CKECKBALL LOCATION. NOTE: Figure 4 shows all three design levels of the order in which the reverse engagonent valve bore is loaded. The First tvo design levels do not use reverse engagement valve, but placement of retainers is critical (SEE PuGuRE 4). AUTOMATIC TRANSMISSION SERVICE GROUP1994 SEMINAR INFORMATION ATSG [=oa5 ae a = (ENE | ee Sra oS) hes110 1994 SEMINAR INFORMATION A ATSG OES Ele Lis {i} —BSJO eae Le EES 2s CSSSUOVS SCIWW 1994 SEMINAR INFORMATION C4ATSG awe ane anya 7041N09 | 23% ax ome yy TONI0S, alt1994 SEMINAR INFORMATION eet Se ee a oD i fee Kickdown No ing Retainer Phu Je —nesiner Nave” > xekaotn ‘ att Plug Kickcown in, Stra valve kickéonry aoe 2/9 w/e ‘Small ciameterplug—itplug has alarge and smal” Retainer Retainer iameter, nsall the smat end fst. Lag dma pai pug hs a age and Third Design smal ameter, install the smal. end frst Gum O-B0U)-* Reverse engagement oe ds — se fe e mn: sae Retainer Figura & AUTOMATIC TRANSMISSION SERVICE GROUP